2. Contact Info

3. Dealer Selection

Let’s face it: With regard to the all-new Hyundai Genesis Coupe, the 3.8 Track has thus far received the lion’s share of attention. Surprised? You shouldn’t be. With a 3.8-liter V-6 unleashing 306 horses on the rear wheels, the 3.8 Track is the quickest two-door Hyundai to date, delivering 0 to 60 in 5.5 seconds and the quarter mile in 14.0 at 101.0 mph (14.2 at 99.5 with the six-speed manual). And, thanks to a Torsen limited-slip differential, Brembo brakes, and 19-inch alloys wearing summer Bridgestones, it’s also the most formidable, posting 60 to 0 braking in 111 feet and lateral acceleration of 0.91 g. All this from a Hyundai? Go ahead, pinch yourself.

Of course, all the greatness that is the 3.8 Track comes at a price — $30,250, to be specific. In the realm of 300-horsepower rear-drive coupes, that sum represents quite the bargain, substantially undercutting the price tags on comparably equipped Ford Mustang GTs, Infiniti G37 Coupes, and Nissan 370Zs. But what if you could get most of the 3.8’s greatness for about three grand less? Well, say hello to the Genesis Coupe 2.0T Track.

As its badge suggests, the 2.0T Track receives Hyundai’s 2.0-liter turbocharged inline-four making 210 horsepower at 6000 rpm and 223 pound-feet of torque at 2000. Compared to the V-6, that translates to 96 fewer horses but only 43 less pound-feet. Similar to the 237-horse 2.0-liter mill in the Mitsubishi Lancer Ralliart, with which it shares some parts, the Gen Coupe’s uses a single-scroll turbocharger with a boost range of 8.7-17.5 psi. But unlike the Ralliart, which achieves 17/25 mpg city/hwy on 91 octane, the Hyundai gets 21/30 on cheaper 87. The sole transmission for the 2.0T Track is a six-speed manual (base and premium 2.0Ts can be had with an optional five-speed auto), utilizing a very short 3.91 axle ratio.

At the test track, the 2.0T consumed 60 in 6.8 seconds and the quarter mile in 15.2 at 90.3 mph, or around a second slower in both stats compared to the 3.8. According to road test editor Scott Mortara, the 2.0T was “One of the most inconsistent cars I can remember testing.” How so? “Some runs had great launches that didn’t lead to great 60 or quarter times. Others had mediocre launches with quick 60s or quarters. But most perplexing were the times to, say, 90 mph — they were separated by full seconds, not just tenths.” So what gives? We don’t know but, like the 3.8 Track, whose ECU unexpectedly cut power at redline in an apparent engine-preservation mode, the 2.0T’s oddities — the main one being hanging revs — appear to exist by design. Regardless, the 2.0T’s times are nothing to be particularly ashamed of, but they’re also nothing to write home about. All eight of the sport-compacts in our “Small, Fast, Fun” comparison test put up quicker times, including the Ralliart (5.3, 14.0 at 97.6). If there’s a silver lining, it’s the fact that the 2.0T can be tweaked, massaged, and boosted to produce more power. A few modifications could easily net 300-400 horsepower from this sturdy and slightly buzzy engine. Further, this tuner friendliness is a big reason for the 2.0T R-Spec, a more humble (no sunroof, Xenons, or foglamps) and less expensive ($24,500) version of the Track.

At $27,500, the 2.0T Track costs $4750 more than a base 2.0T, but that premium incorporates the 3.8 Track’s performance hardware — limited slip, Brembos, track-tuned suspension, and 19-inch wheels — not to mention such add-ons as black leather/red cloth seats, Infinity sound system, power sunroof, rear spoiler, and Xenon headlamps. To call the 2.0T Track well equipped would be an understatement. Referring to it as a well balanced and terrific handling car, however, would not. It displays minimal understeer, high levels of grip, and stout braking. On the skid pad, it held on for 0.91 g, matching that of the 3.8 Track, and erased 60 in only 113 feet, just two feet shy of the 3.8’s distance. Even though its numbers aren’t superior, the 2.0T Track feels a smidge more responsive and a bit more fun to hustle than the V-6, thanks in part to a 91-pound lighter curb weight.

While it can’t keep up with its big brother over a straight stretch of asphalt, the 2.0T Track can more than hold its own when the road gets curvy. Moreover, it does so with the same striking looks and for considerably less money. Sure, the hanging revs and somewhat sluggish accel times are concerns, but what Hyundai can’t fix, the tuners most likely can. A little light on promise but heavy on potential, the 2.0T Track can only get better. For the competition, that’s not good news.

Torque

2010 Hyundai Genesis News and Reviews

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